Governor for internal-combustion engines



Oct. 1, 1929. G. J. RATHBUN v v 1,730,013

GOVERNOR FOR INTERNAL COMBUSTION ENGINES I Filed April 20, 1928 IN VEN TOR.

Geo rlflallzbazz H135 ATTORNEY.

Patented Get. 1, 1929 warren STATES PATENT" OFFIQE GEORGE J. RATHBUN, OF EASTON, PENNSYLVANIA, A SSIGNOR TO 'INGERSOLL-RAND COMPANY, OF JERSEY CITY, NEW JERSEY, A CORPORATION OF NEW JERSEY, AND THE RATHB'UN-J ON ES ENGINEERING COMPANY, OF TOLEDO, OHIO, A CORPORATION OF OHIO GOVERNOR FOR INTERNAL-COMBUSTION ENGINES 'Application filed April 20,

This invention relates to internal combustion engines, and more particularly to governing devices for shutting down the engine when its speed exceeds a predetermined maximum.

The objects of the invention are to shut down the engine when the speed of rotation reaches a dangerous point, and to prevent further operation of the engine until it has stopped.

Further objects and advantages of the invention will be in part obvious and in part pointed out hereinafter.

The drawing shows a side elevation of a horizontal engine constructed in accordance with the practice of the invention, the governing mechanism being shown in longitudinal vertical section to show the operation thereof.

Referring to the drawing, a combustion engine A mounted on a suitable base B is provided with a head portion C within which are arranged an exhaust valve D and an admission valve E for the inlet of fresh air to the cylinder (not shown) and an outlet of exhaust gases therefrom. The exhaust valve D is adapted to be normally held seated by a spring F and is opened by means of a rocker arm G of any suitable form actuated by a push rod H provided at its end with a forked member J fitting over a shaft K of a cam following roller L. The roller L is adapted to follow the contour of a cam O mounted on a suitable cam shaft P driven by means of a cam shaft gear Q, meshing with a pinion R on the main engine 'drive shaft S. The forked member J is suitably pivoted as at T on the frame of the engine A. Likewise, the admission valve E is normally held to its seat by a spring U and is actuated by a push rod V through a rocker arm W. At its opposite end the push rod V fits into a socket X formed in the end of a lever Y pivoted intermediate its end on a shaft Z and provided at its opposite end with a roller Z2 having gu'dgeons c. The roller 6 is adapted to follow the contour of a cam (Z on the cam shaft P.

This invention provides means for holding one of the valves, preferably the exhaust valve D, open when the speed of rotation of g mounted in the casing e.

1928. Serial no. 271,580.

the crank shaft S exceeds a maximum which is considered safe for the engine. This means is preferably an emergency means which is intended to operate upon failure of the usual speed regulating means (not shown) to operate To this end there is provided a latch mechanism mounted on the side of the cylin'der G comprising a casing e in which is pivoted a latch member f pivoted on a pin The latch f is provided with a ratchet tooth h adapted to be engaged by a pawlj to hold the latch f in its retracted position. The pawl j is pivoted on a pin is in the casing e and is normally held to its engaging position by a coil spring 0.

The latch f is provided at its free end with a downwardly extending tooth p to engage an abutment g rigidly attached as by means of a rivet 1" to the push rod H for opening the exhaust valve D. The relation of the tooth p and the abutment q is such that when the latch f is released and the push rod H is pushed forward by the cam d, the tooth p drops behind the abutment q and thereby prevents the return of the push rod H. In this manner the push rod H being held from returning, holds the exhaust valve D open.

Means is provided on the exhaust valve push rod H to operate the latch 7. end there'is provided a cylinder member s, longitudinally slidable on thepush rod H, of considerable Weight since the head portion 6 is solid. The cylindrical member is partly hollow at u and is adapted to slide'on a cylindrical rearward extension 6 of the abut- To this ment 9. The member s is normally held in a rearward position by means of a coil spring to interposed between the extension 6 of the abutment g and the head 2?. The possible movement of the member s is limited between the abutment g and a rear abutment 00 riveted to the push rod H. The member s is provided with an annular flange 2 which is adapted to strike against a downwardlyextending arm 3 formed integrally with the pawl j. As the push rod H reciprocates at relatively low speed, the flange 2 will not strike the arm 3 but at high speed of the push rod H, the inertia of the slidable member s overcomes the tension of the springw pushing the memher a so as to strike against the arm 3 and causing the pawl to turn on the pivot to release the latch he latch is provided with a handle a extending from the casing 6 which is adapted to be grasped by the operator to lift the latch out of engagement with the abutment g and engage the ratchet it by means of the pawl j.

The operation of the device is as follows: During normal running of the engine A, the latch f is hooked up into the position shown in the drawing, being engaged in this position by means of the ratchet h and the pawl [is the rod H reciprocates being actuated by the cam G the spring 10 provides sufficient force to hold the sliding element 8 against the abutment 50. As the push rod H increases in speed of'reciproca'tion, however, the inertia of the member '8 due to its weight principally located in the head if overcomes the tension of. the spring and the member sreciprocate-s on the push rod H to a degree depending upon the rapidity of the reciprocation of the rod H. Should the engine begin to run away due to lack of control, the slidable member increases its reciprocation with regard to the rod H and eventually strikes the downwardly extending arm 3 on the pawl 7' releasing the latch member and allowing the tooth p to hook behind the abutment 9 upon the rod H. The rod H is thus held in a forward position depressing the exhaust valve D and preventing compression in the engine cylinder, thus disabling the engine temporarily. In order to restore the engine to its normal operating condition, the operator lifts the handle l reenga ing the pawl j and ratchet h thereby permitting the push rod H to reciprocate in its normal manner.

Thus by the above construction are accomplished among others the objects hereinbefore referred to.

I claim:

1. An internal combustion engine comprising a cylinder, an admission valve for the cylinder, an exhaust valve for the cylinder, push rods for opening the valves, a latch mounted on the cylinder,'a ratchet tooth on the latch, a pawl mounted on the cylinder and normally engaged with said ratchet tooth, a trip mounted on the push rod of the exhaust valve, an abutment on the push rod of the exhaust valve, said trip adapted to release the pawl topermit the latch to engage the abutment and hold the exhaust valve open when the engine over speeds.-

2. An internal combustion engine comprising a cylinder, an admission valve for the cylinder, an exhaust valve for the cylinder,

push rods for opening the valves, a latch mounted on the cylinder, a ratchet tooth on the latch, a pawl mounted on the cylinder and normally engaged with said ratchet tooth, a trip mounted on the push rod of the exhaust valve, an abutment on the push rod of the exhaust valve, said trip adapted to release the pawl to permit the latch to engage the abutment and hold the exhaust valve open to stop the engine when the engine over speeds.

3. An internal combustion engine comprising a cylinder, an admission valve for the cylinder, an exhaust valve for the cylinder, push rods for opening the valves, a latch mounted on the cylinder, a ratchet tooth on the latch, a pawl mounted on the cylinder and normally engaged with said ratchet tooth, a trip mounted on the push rod of the exhaust valve, an abutment on the push rod of the exhaust valve, said trip adapted to release the pawl to permit the latch to engage the abutment and hold the exhaust valve open to stop the engine when the engine over speeds and to compel manual release of the stopping means before the engine may again be started. I

In testimony whereof I have signed this specification.

GEORGE J. RATHBUN. 

